EP2870290B1 - Device for fastening a rail to a carrier - Google Patents

Description

The invention relates to a device for fastening a rail on a support with the features of the preamble of claim 1.

Such devices are from the publications US-A-2235776 and US-A-2465802 known.

Rail fasteners are mainly in the area of switches from numerous complex and costly small parts. For suburban routes are provided with anchor channels thresholds, on these anchor rails, the rail fastening can be variably mounted on the threshold. Successive rail fasteners can thus be easily twisted fixed to each other.

All conventional rail fasteners have for flexible positioning of the rail relative to the carrier on a multi-component component with a slot through which the horizontal load transfer takes place. This slot allows, within certain limits, a rotation of the rail fastening with respect to the carrier. In this way, rails in the switch area in a non-vertical position to the longitudinal axis of the carrier, the z. B. may be formed as a roadway slab or threshold, are attached. However, provided in conventional components slot leads to a significant reduction in the vertical load application when tightening a fastener, z. B. a hammer head screw. Since the fasteners are often attracted to practice in the assembly too strong, it can lead to a tearing of the anchor rail, making the corresponding threshold is unusable.

The invention is therefore based on the object of specifying a device for fastening a rail on a carrier, with which a high contact pressure can be achieved, so that the vertical load transfer between the anchor rail and the fastening device is as high as possible.

To solve this problem, a device having the features of claim 1 is provided.

The fastening device according to the invention has two complementary fastening elements, which allow the desired rotation of the rail relative to the carrier. The second fastener, which has the contact surface for the rail, absorbs horizontal forces that arise while driving, at the same time the second fastener is anchored to the support so that vertical loads can be absorbed. The two contact surfaces, which are formed in the first and the second fastening element, are coordinated with each other so that a variable positioning of the second fastening element is possible, in this way, the rail can be fixed deviating from a rectangular position on the support.

With regard to the contact surfaces of the fastening elements, it is preferred in the device according to the invention that these are formed in a circle segment. The contact surfaces may have an angular range of, for example, 30 ° -90 °, so that a sufficient force transmission is possible via a contact surface formed between the two contact surfaces even if the position of the rail to the carrier deviates considerably from the right-angled position.

In the device according to the invention it is particularly preferred that the second fastening element is rotatably attachable to the carrier about an attachment point. This attachment point allows a load transfer in the vertical direction, the attachment point is designed so that a high vertical force can be transmitted.

It is also within the scope of the invention that the first and / or the second fastening element can be attached to the undercut groove of the carrier by means of a hook head screw and / or a hammer head screw.

The carrier, which may be formed as a threshold or deck plate, has an embedded on its upper side undercut groove on which the head of a hook bolt or a hammer head screw can be supported. Preferably, both the first and the second fastening element is anchored to the groove of the carrier.

The first fastening element has a circular opening for a fastening element. Preferably, the fastener may be formed as a screw, hook-headed screw or hammer head screw. Since the fastening element has a circular opening, that is to say a through hole, it is possible to dispense with the elongated hole existing in conventional rail fastenings, which has proved to be less resilient in practice. Through the circular opening a maximum load transfer between the anchor rail is ensured with the undercut groove and the fastener.

In the device according to the invention, the first fastening element has on its underside an insertable into the groove of the carrier projection. This projection is adapted to the shape and size of the groove and prevents rotation of the first fastener. According to one embodiment of the invention, it may be provided that on the top of the second fastener, a hold-down for a rail foot covering is arranged. The hold-down surrounds the rail foot, at the same time it reduces the transmission of vibrations resulting from the driving operation to the ground.

In addition, the invention relates to a rail arrangement, comprising a rail which is arranged on a designed as a prestressed concrete sleepers or deck plate carrier. The rail arrangement according to the invention is characterized in that the rail by means of devices according to one of claims 1-5, which are arranged on both sides of the rail, is fixed on the carrier.

Preferably, the first and second fastening elements made of a plastic material, in particular polyamide, exist.

Fig. 1

eine erfindungsgemäße Schienenanordnung mit einer erfindungsgemäßen Befestigungsvorrichtung in einer Seitenansicht;

Fig. 2

eine Draufsicht der Schienenanordnung von Fig. 1;

Fig. 3

eine perspektivische Ansicht der Schienenanordnung von Fig. 1;

Fig. 4

eine um 90° zu der Ansicht von Fig. 1 gedrehte geschnittene Ansicht der Schienenanordnung von Fig. 1;

Fig. 5

eine Explosionszeichnung der einzelnen Komponenten der Schienenanordnung von Fig. 1;

Fig. 6

eine Draufsicht des ersten Befestigungselements;

Fig. 7

eine perspektivische Ansicht des Befestigungselement von Fig. 6;

Fig. 8

eine Draufsicht des zweiten Befestigungselements;

Fig. 9

eine perspektivische Ansicht des Befestigungselements von Fig. 6; und

Fig. 10

eine perspektivische Ansicht einer Schwelle mit einer elastischen Zwischenlage;

Fig. 11

eine geschnittene Ansicht der Schwelle mit Zwischenlage von Fig. 10; und

Fig. 12

eine weitere perspektivische Ansicht der auf einer Schwelle angeordneten elastischen Zwischenlage.

Further advantages and details of the invention will be explained below with reference to an embodiment with reference to the drawings. The drawings are schematic representations and show:

Fig. 1

a rail arrangement according to the invention with a fastening device according to the invention in a side view;

Fig. 2

a top view of the rail assembly of Fig. 1 ;

Fig. 3

a perspective view of the rail assembly of Fig. 1 ;

Fig. 4

a 90 ° to the view of Fig. 1 turned cut view of the track assembly of Fig. 1 ;

Fig. 5

an exploded view of the individual components of the rail assembly of Fig. 1 ;

Fig. 6

a plan view of the first fastening element;

Fig. 7

a perspective view of the fastener of Fig. 6 ;

Fig. 8

a plan view of the second fastening element;

Fig. 9

a perspective view of the fastener of Fig. 6 ; and

Fig. 10

a perspective view of a threshold with an elastic intermediate layer;

Fig. 11

a sectional view of the sill with liner of Fig. 10 ; and

Fig. 12

another perspective view of the arranged on a threshold elastic intermediate layer.

Hereinafter, the rail assembly and the device for mounting a rail on a support with reference to the FIGS. 1 to 5 explained.

In the illustrated embodiment, the carrier is designed as a prestressed concrete sleeper 1, which has a plurality of tension wires 2 and a reinforcing grid 3 protruding from the underside. The prestressed concrete sleeper 1 is cast in concrete during the production of a railroad track. A rail 4 is fixed on the top of the prestressed concrete sleeper 1 by means of fastening devices 5. For the sake of clarity, only one side of the fastening device 5 is shown in the drawings, but the fastening devices 5 are always used in pairs to support the rail 4 from both sides.

The rail 4 is intended for local traffic, but in principle the fastening device 5 is not limited thereto, since any type of rails 4 can be fastened with the fastening device 5.

The rail 4 has a rail 6, which is surrounded by a rail foot casing 7. The consisting of an elastomer rail foot shroud 7 prevents the transmission of vibrations and vibration of the rail 4 on the prestressed concrete sleeper 1 and the ground.

The prestressed concrete sleeper 1 has on its upper side an embedded anchor rail 8, through which an undercut groove is formed. The anchor rail 8 is formed integrally with the prestressed concrete sleeper 1.

The fastening of the rail 4 on the prestressed concrete sleeper 1 takes place by means of the fastening devices 5, wherein a fastening device 5 has a first fastening element 9 and a second fastening element 10. In the top view of Fig. 2 it can be seen that the two fastening elements 9, 10 have a common contact surface. The first fastening element 9 has a concave contact surface 14, which is designed in the shape of a circle segment. The first fastening element 9 is substantially plate-shaped and has an in Fig. 6 shown circular opening 11. The attachment of the first fastener 9 to the prestressed concrete sleeper 1 by means of a hammer head screw 12, which is reversed, that is pushed with downward head into the anchor rail 8. Subsequently, the first fastening element 9 is inserted and screwed onto the shank of the hammer head screw 12. In Fig. 7 it can be seen that the first fastening element 9 has a projection 13 on its lower side in the mounted state. The cuboid projection 13 extends parallel to side surfaces of the first fastening element 9, the width of the projection 13 is selected so that the projection can be inserted into the groove of the anchor rail 8. The projection 13 serves as a rotation, since it prevents rotation of the first fastener 9 when tightening the hammer head screw 12.

The second fastening element 10 has a convex contact surface 15, which is formed opposite to the concave contact surface 14 of the first fastening element 9. Both contact surfaces 14, 15 are circular segment-shaped and have the same radius. The second fastener 10 has a circular opening 16 through which it is secured. The attachment is also done with a hammer head screw 12 which is inserted through the opening 16 of the second fastener 10 and which is bolted to a nut. On the top of the second fastener 10 is a hold-down 18 which rests with one side on the rail base casing 7 and the rail 4 holds in position.

In the area of a switch, adjacent sleepers have slightly different angles to the rail. During assembly, the sleepers and rails are positioned along the planned route, then the two fasteners 9, 10 are mounted. While the first fastening element 9 is always mounted in the same position by the projection 13 on its underside, the position of the second fastening element 10 changes depending on the respective angle between the prestressed concrete sleeper 1 and the rail 4. The angular difference is due to the two contact surfaces 14 15 of the two fastening elements 9, 10 balanced. The hold-down 18 is located on the upper side of the second fastening element 10 and clamps the rail 4 and the rail foot sheath 7.

On the upper side of the first fastening element 9, a scale with an angle division is applied, on the upper side of the second fastening element 10 there is a marking 19, so that the angle formed between the prestressed concrete sleeper 1 and the rail 4 can be read off. On the top of the second fastener 10 is a square projection 20 which prevents rotation of the blank holder 18 during assembly.

On the one hand, the construction of the fastening device 5 ensures that rotation is ensured by the first fastening element 9; on the other hand, both vertical forces resulting from the rail hold-down and horizontal forces resulting from the cornering of the train can be removed into the threshold.

The fastening device can be adapted to all common systems that cause a rail holddown. Accordingly, all common hold-down mechanisms of different attachment can be placed. A fixed road height adjustment may be implemented by varying the height of the fasteners 9, 10.

The fastening device 5 is suitable both for ballast sleepers as well as for fixed carriageways, z. B. suitable for the offered by the applicant system RHEDA City.

By the use of the fastener made of polyamide 9, 10 together with the made of an elastomer (rubber) Schienenfußummantelung 7 a complete electrical insulation of the rail is ensured by the threshold. For this purpose, the hold-down mechanism for the rail is carried out electrically insulated from the hammer head screw.

Due to the shape of the first fastening element, a maximum permissible torque can be applied to the nut or the combination of hammer head screw 12 and associated nut. Therefore, it is also possible to use nuts with fuses such as an adhesive lock or a mechanical fuse. These secured nuts require increased torque.

Fig. 10 shows the prestressed concrete sleeper 1, which has the embedded anchor rail 8 on its upper side, insofar as the prestressed concrete sleeper 1 is similar to that of the preceding embodiment. In Fig. 10 it can be seen that an elastic intermediate layer 22 is inserted into the groove 21 formed by the anchor rail 8. The elastic intermediate layer 22 has a rectangular basic shape, on its underside a cylindrical projection 23 is formed, which extends perpendicularly from the elastic intermediate layer 22 downwards. The elastic intermediate layer 22 and the projection 23 are formed integrally with each other and made of an elastomer. In other embodiments, the intermediate layer and the projection can also be formed in two or more parts and are subsequently joined together. By the projection 23, the elastic intermediate layer 22 is fixed centrally on the prestressed concrete sleeper 1, whereby a rotationally free positioning on the prestressed concrete sleeper 1 is made possible. On the elastic intermediate layer 22 of the rail foot of the rail (not shown) is arranged, so that the elastic intermediate layer 22, which also serves as a pad is designated, angle-independent can be fixed below the rail. In this storage can be dispensed with further elastic intermediate layers, which are conventionally arranged between rail fasteners and the underside of the rail foot.

The transverse forces acting on the intermediate layer 22 are removed via the rail fasteners (not shown). The round, central fixation of the elastic intermediate layer 22 allows unrestricted use in the Figures 1 - 9 In addition, it can also be used in other conventional fastening systems. The "rotatability" at the same time the effect of a captive and slip protection is achieved.

Claims (9)

1. A device for fastening a rail to a carrier, wherein the device has a first fastening element (9) that is anchorable on the carrier and a second fastening element (10) that is anchorable on the carrier and has a support surface for a rail foot, wherein the first and the second fastening element (9, 10) each have a contact face (14, 15) which is formed in a concave manner in the case of the first fastening element (9) and is formed in a mating convex manner in the case of the second fastening element (10), wherein the first fastening element (9) has a circular opening (11) for a fastening element in the form in particular of a bolt, characterized in that the first fastening element (9) has on its underside a protrusion (13) that is insertable into an undercut groove of the carrier.
2. The device as claimed in claim 1, characterized in that the contact faces (14, 15) of the fastening elements (9, 10) are in the form of segments of a circle.
3. The device as claimed in claim 1 or 2, characterized in that the second fastening element (10) is attachable to the carrier so as to be rotatable about a fastening point.
4. The device as claimed in one of the preceding claims, characterized in that the first and/or the second fastening element (9, 10) is or are attachable to an undercut groove in the carrier by means of a hook bolt or a hammer-head bolt.
5. The device as claimed in one of the preceding claims, characterized in that a holding-down means (18) for a rail foot sheathing (7) or an intermediate layer is arranged on the top side of the second fastening element (10).
6. A rail arrangement, comprising a rail (4) which is arranged on a carrier in the form of a reinforced concrete tie (1) or track slab, characterized in that the rail (4) is fastened to the carrier by means of devices as claimed in one of claims 1 to 5, which are arranged on both sides of the rail (4).
7. The rail arrangement as claimed in claim 6, characterized in that the first and second fastening elements (9, 10) consist of a plastics material, in particular of polyamide.
8. The rail arrangement as claimed in claim 6 or 7, characterized in that the carrier has on its top side a groove into which a preferably freely rotatable elastic intermediate layer (22) that is fixed in terms of its position is inserted, said intermediate layer (22) having on its underside a protrusion (23) adapted to the width of the groove.
9. The rail arrangement as claimed in claim 8, characterized in that the protrusion (23) is cylindrical and arranged substantially centrally on the underside of the elastic intermediate layer (22).

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